Semaphore signaling apparatus



(No Model;)

N. J. SMITH.

SEMAPHORE SIGNALING APPARATUS.

No. 442,340. Patented Dec. 9, 1890.

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irnn STATES PA'IENT OFFICE.

NATHAN J. SMITH, OF PONTIAC, MICHIGAN.

SEIVIAPHORE SIGNALING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 442,340, dated December 9, 1890.

Application filed September 13, 1890. Serial No. 364,872. (No model.)

To all whom it may concern:

Be it known that I, NATHAN J. SMITH, a citizen of the United States, residing at Pontiac, county of \Vayne, State of Michigan, have invented a certain new and useful Improvement in Semaphore Signaling Apparatus; and I declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.

In the drawings, Figure l is a plan view of apparatus embodying my invention with the top plate removed from the lever-case to illustrate more perfectly the operation of the device. Fig. 2 is a side elevation of the same. Fig. 3 is an elevation of one of the semaphores. Figs. 4 and 5 are separate views of the mechanism for throwing the switch-rod which actuates the plunger.

In the use of semaphore signaling apparatus of that class where the semaphores are actuated by throwing the switch the semaph ores are usually so arranged that Whenever the switch is turned so as to leave the main track clear the semaphore-arms are in a vertical position, or at least do not stand across the track, while on the other hand whenever the main track is open so as to be in line with the siding, then the semaphores stand across the track, indicating to the engineer of an approaching train that the track is open and he must stop his train. There is, however, remaining an element of considerable danger connected with the use of such semaphores. Thus, for instance, an engineer may be making up a train or shifting certain cars onto a side track, and for this purpose is obliged to run onto and off from the main track and to close the main track at times in thus shifting his cars. Now it may so happen that the engineer of an incoming train may see that the semaphores are not across the track, and so conclude that the track is clear, while as a matter of fact the engineer of the local train or yard-engine may be at that very time shunting cars on the main track with the main track closed, and a collision is very likely to result, and has frequently resulted, from this cause where the line of track is not visible to the engineer for some distance be fore entering a station.

It is to correct this difficulty that my present invention is devised. To this end I so construct and arrange the switch mechanism and semaphore actuating apparatus that when the switch is in its normal condition, designed simply to be opened and closed for running onto a side track, the semaphores shall stand vertically when the track is closed, or across the track when the same is open, in the usual way; but when it is desired to make up a train or shift cars from the train onto a side track and to alternately open and close the main track for this purpose it can be accomplished without raising the semaphores from their horizontal position across the track until the said shunting of the cars has been completed.

In carrying out my invention, A represents the main track; B, side tracks; 0, the shifting-rails whereby the main track is connected with either of said side tracks, and D is a switch-lever connected in the usual way through the medium of a pitman D with the shifting-rails, whereby said rails may be thrown into connection with either of said lines of track.

E is the rod or connection which operates the semaphore signal arms. This is connected with the said switch-lever by a pitman E, and at c is a slot which enables the switchlever to have considerable movement in shlftin g the rails without so engaging the pitman as to actuate the rod E. This slot is made of such length that the switch-lever maybe used to throw the shifting-rails into line with both the main track and all the side tracks without actuating the said rod E, and as long as there is no thrust upon the rod E the semaphore-arms stand out across the track.

6' is any suitable latch or dog which may be thrown down into and caused to close up the said slot c, and so causethe pitman E to actuate the rod E with any motion of the shift-' ing-rails. A hasp e and padlock or any other suitable locking device, may be employed to hold the said slots closed, except when intentionally opened by the employ who has the switching in charge.

F and F are two bell-crank levers pivoted at f, and G G represent corresponding rods, chains, or cables connecting the long arms of the levers, respectively, with the levers H H, which, through the medium of the rods J J, serve to operate the semaphores K K, and the connection is such that the weight of the semaphore apparatus acts through the cables to maintain a constant pull on the long arms of the said levers F F, except when the semaphores are in their horizontal position.

L is a sliding block interposed between the short arms f of the levers F F, which block is connected with the actuating-rod E. It is apparent that as this block is by the rod E thrust in between the short arms f it causes each said lever to pull upon its corresponding cable or connection G, and so brings the semaphore-arms into their vertical position, and the apparatus is so adjusted that when the arms are in this position the main track is closed. Now, as the main track is opened the draft upon the rod E brings the block L forward, permitting the short arms f to close in together behind the block, and so relax the cables or connections G G, and permitting the semaphore-signals to drop by gravity into their horizontal positions across the track, indicating that the main track is open. Any further movement of the block would be of no avail, and in order that the further movement of the switch may not act to draw upon the rod E, I cause the elongated slot e to extend well out to the extremity of the pitman E. The result is that the thrust of the pitman E forces the block between the short arms f of the lever, and so raises the semaphore arms to their vertical positions, while, as soon as the switch is open, the weight of the semaphore apparatus operates through the cables G G to force back the block L until the semaphores are down across the track, after which the slot 9 in the pitman permits the switch to be turned to any desired distance for throwing the shiftingu'ails into line with any one of the side tracks without further moving the block L.

When it is desired to alternatelyopen and close the main track for shifting or shunting the cars, the switchman simply unlocks the latch or dog 6 and throws it out of the slot e, thereby elongating the said slot to such an extent that the switch may be moved so as to shift the rails either into connection with the main track or any of the side tracks without moving the rod E, and consequently without thrusting the block L and without disturbing in any way the semaphore-arms, which remain across the track until this dog or latch is again brought into the slot e, after the said shunting of the cars has been completed. In this way the danger first described of collision with cars on the main track during the said shunting operating is Wholly obviated. Should the switchman fail to restore the dog to its position in the slot after having finished the shifting or shunting of the cars, the error is on the safe side, and can result in nothing further than leaving the semaphores across the track and compelling an incoming train to stop, which might otherwise have continued on its course, the error, as stated, resulting only in giving warning where no warning was needed; but in no instance could it operate to prevent the warning where one was needed.

\Vhat I claim is 1. In a combined switch and semaphore apparatus,the combination, with the semaphoreactuating rod, of a pitman E, provided With an elongated slot 6 and means for lengthening and shortening the said'slot, the construction being such that by elongating the said slot the switch-rails may be moved into and out from line with the main track, while the semaphores remain undisturbed across the track, substantially as and for the purposes described.

2. The combination, with a switch and automatic semaphore apparatus, of an adjustable connection under control of the switchman between the switch and the semaphore-actuating mechanism, whereby the same may be thrown into and out of action at the will of the switchman, in connection with semaphores arranged when out of action to stand across thetrack, substantially as and for the purposes described.

3. The combination, with the switch,of the semaphore, actuating rod or shaft E, pitman E and elongated slot 6 in connection therewith, arid adjustable latch or dog e,,substantially as and for the purposes described.

In testimony whereof I sign this specification in the presence of two witnesses.

NATHAN J. SMITH.

Vit'nesses:

MARION A. REEvE, O. J. SHIPLEY. 

